Motor-driven vehicle.



H. B. M-OLESWORTH & G. E. MAS'IEBMAN.

MOTOR DRIVEN VEHICLE.

APPLICATION FILED NOV.14, 1907.

Patented Dec. 29, 1908.

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Wifnawm, I I I i f IL NU H. B. MOLESWORTH & O. E. MASTERMAN.

MOTOR DRIVEN VEHICLE.

APPLIOATIQN FILED NOV. 14, .1907.

907,847, I Patented Dec. 29, 1908.

3 SHEETS-SHEET 2.

H. B. MOLESWORTH & O. E. MASTERMAN.

MOTOR DRIVEN'VEHIGLB.

APPLICATION FILED NOV. 14, 1907.

907,847. Patented Dec.29, 1908.-

3 BHEETS-SHEET 3.

20 I wheels on its ends and in addition it has b en pro osed to con Ie the ends of each end a 'e UNITED s TEs PATENT or FIoE.

HENRY BRIDGE-S MoLEswoRrn AND OHARLES EDWARD MASTERMAN, OF LONDON, f ENGLAND; 1

'MoToR-naIvEN vEmoLE.

' Specification of Letters Patent.

Patented Dec. 29, 1908.

' Application filed November 14, 1907. Serial No. 402,203.

To all whom it ma concern:

'Be it known t at we, HENRY BRrDeEs MOLESWORTH and CHARLES EDWARD MAs street and 28 Victoria street, London, England, engineers, have invented new andeuseful Improvements in Motor-Driven Vehicle's, of which the following is a specification.

Motor vehicles as at present constructed are for the most part -mounted upon two transverse axles one at the. front and the other at the rear a steering 'wheel being mounted on each end of the front axle and a driving wheelon each endof' the rear axle. It has also been proposed to mount the-vehicle onthree transverse axles one below each i at their ends and the third one, below theend of the vehicle carrying steering Wheels center of the vehicle and carrying driving to t e ends of t e central axle by longitudinally disposed compensating levers or to couple the ends of the centralaxle to the ends of'the rear axle only by longitudinal compensating levers. I

' According to this invention, in place of mounting the three pairs of wheels on the ends of three transverse axlesand coupling the ends-of one or both of. the end axles to theends of the central axle by longitudinal compensating levers mounted on other transverse'axles, we rovide twoaxles only which extend across f fom one side of the vehicle to the other and we mount upon one or both ends of one of these axles a longitudinal 'compensatinglever. which at each of its ends -has a short stud or pin rojecting sidewise from; it upon eachof which a wheel is mounted. Thus in lace of there bein five or four axles extendmg. below the b0 from one side of the vehicle to the other, as iii the-two last arrangements above referred to, there are two axles only extending from one side to the other of the vehicle and the longitudinal compensating lever onone side of the vehicle is entirely independent of any other compensating lever on the opposite side of 50. the vehicle and no sidewlseof; other strains can be broi'ght upon it by reason of its being cop:ple d to any other compensating lever. I ach longitudinal compensating lever may either be very short in which case the short pins or studs on which the wheels turn would form two eccentrics side by side on a sleeve or boss mounted on the end 6f the axle, the two wheels then being side by side one slightly in rear of the otheror the compensating lever may be longer so that one wheel is in-front of the otherin this case the. rearmostwheel maybe steered in conjunctigln with the steering wheels on the front a e. I I

Figurelis a side elevation and Fig. 2 a plan of the arrangement when a short compensatinglever is used. Fig. 3 is a section on a larger scale of one-of the compensating levers and wheels mounted upon it. Fig. 4

is a side elevation and Fig. 5' a plan of an arrangement in which a longer compensating lever is used. 1

In Figs.- 1, 2 and 3 the short compensating lever is marked 1 and consists of a bush free to turn on the end of the axle and having side by side upon it two eccentrics extending in opposite directions, ,2 and 3 are wheels mounted on the two eccentrics. The inner Wheel 2 is arranged to be the driving wheel and is formed with a chain or sprocket wheel 4,-the cylindrical portion of this wheel serves as a brake drum in the ordinary way. The wheel 3 is left free. 5 is a late secured to the inner face of the eccentnc bush, an arin v 6 extending uipwards from it is connected, by chains exten 1 tions to two points of the frame of the vehicle to limit the amount of movement of the bush around the axle. In the drawings we have also shown means for increasing or decreasing the ressure on the driving wheel as it is found t at when driving forwards the ressure upon the driving wheel is increased but when driving backwards is decreased. To effect this we form the plate 5 with another arm 7 extending downwards from it and we couple the arms 6, 7 by cords or con-' nections to thejopposite arms of a lever 8 which is itself connected by a link 9 to a hand lever 10. Thus whenever it is desired to cause any one or other of the wheels to have a greater proportion of weight put upon it the lever can by hand be pressed forwards or backwards according as more or -less weight is to be ut on one or other Wheel.

In Figs. 4 an 5 the compensating lever is ng from it in opposite direcformed of lever arms 11 projecting forwards and rearwards from a bush which is free to the lever so as to allow of the wheel being steered in conjunction with the ordinary front steering wheels of the vehicle. '10 steer theirear wheel 14 in conjunction with the fronthteering wheels an arm on the vertical spindle-15 is as shown coupled by a link 16 toonearm of a bell crank lever 17 the,

other arm of which is' connected by a rod 18 'withan arm 19 on an axis 20 to which a turnii'ig motion can be given from a steering wheel in the ordinary way and from which motion is also given in the ordinary Way to the vertical axis of one of the front steering wheels. In placeof the steering arm on the spindle 15 and the crank lever being above the axle as shown they might if preferred be both below the axle. 1he driving wheel 13 may be driven in any suitable manner. In the drawing it is shown as being driven by an endless chain from a chain wheel 20 which is free to turn on\the axlethis wheel being itself driven by another endlesschain from a chain wheel 21*on one end of a driving shaft 22. This shaft may extend across the vehicle and as usual be divided into two lengths coupled by compensating or differential gear short stud and be driven from the change speed gear used in connection with 'the motor. If preferred the wheel 20 might be fast with the axle and the axle be driven by bevel or worm gearing or the wheel 20 might be driven by spur wheel gear. 23 is the body framework of the vehicle.

Vvhat we claim is z 1. A motor driven vehicle in which the body has two axles only extending below it and in which one of these axles has a longitudinal compensating lever mounted to move on one or both of its ends and a wheel mounted on a projecting sidewise from each end of the lever.

2. In a motor driven vehicle the combination of a body frame mounted on two transverse axlesonly one at the front the other at the rear, a steering wheel mounted at each end of the front axle, a longitudinal compensating lever on one or both ends of the rear axle, a wheel mounted on a pin or stud projecting sidewise from the forward end of this lever, means for driving this wheel, a vertical spindle mounted at the rear end of the lover, a pin or axle projecting sidewise from this spindle and having a wheel mounted upon it and means for steering this wheel in conjunction with the steering wheels at the ends of the front axle.

HENRY BRIDGES lllOhlfiSllOll'lll. CHARLES llDWi Lltll lllAS'llllllllilll. Witnesses F. L. RAND, H. D. Jameson. 

